Repair apparatus for locomotives



A. E. DILLON. REPAIR APPARATUS FOR LOCOMOTIVES.

APPLICATION FILED MAR. 20, I920.

Patented May 25, 1920.

Big. L.

UNITED STATES PATENT OFFICE.

ALEXANDER E. DILLON, OF HAILEYVILLE, OKLAHOMA.

REPIB APPARATUS FOR LOCOMOTIVES.

Application filed March 20, 1920.

To all whom it may concern Be it known that I, ALEXANDER E. DIL- mm acitizen of the United States, residing at Haileyville, in the county ofPittsburg and State of Oklahoma, have invented certain new and usefulImprovements in Be pair Apparatus for Locomotives, of WlllCh thefollowing is a specificat1on.

This invention relates to repairing equipment for railroad rollingstock, and more particularly to an improved apparatus for use inconnection with railway rails whereby means can be provided to permitthe various parts of the trucks, wheels and rigging to be readilyremoved or repaired.

The primary object of the invention is to provide auxiliary railsections arranged to fit in a gap or space in one of the ra lway railsso that the sections may be interchanged as desired whereby either freepassage over the rails will be permitted or a gap or depression will beprovided to permit anyone of the wheels to be dropped below the normalplane of the rails.

When changing tires on locomotive wheels, shimming tires, replacing orrepairlng springs, hanger sprlngs, dr ving boxes, equalizer bars orreplacing ournals; or when removing or repairing trailer braces or ponytrucks on locomotives, considerable difiiculty is encountered inremoving the ncidental parts and repairing or replacing them withoutaccident to the mechanics.

The present invention therefore, is intended to facilitate theaccomplishment of these various functions without danger to themechanics and with a considerable lessening of time.

Other objects of the invention will appear upon consideration of thefollowing detail description and accompanying draw1ngs:-

Figure 1 is a side elevation of a railway rail illustratingdiagrammatically a portion of the rigging or wheels of a locomotive, oneof the wheels being shown in the position which it assumes when thedevice is in use.

Fig. 2 is a perspective view of the device complete.

Fig. 3 is a transverse section taken on the line 3-3 of Fig. 2, and 0Fig. 4 is a detail section taken on. the line 4-4 of Fig. 2.

The drawings illustrate a preferred embodiment of the invention and thevarious Specification of Letters Patent.

Patented May 25, 1920.

Serial No. 367,557.

parts are indicated by similar reference characters throughout theseveral views.

Referring specifically to these parts, the railway rail 1 has a sectionremoved, so that an open space is provided between the ends 2 and 3 ofthe rail sections. An auxiliary rail section 4 is of a length sufficientto fit between the ends 2 and 3 of the rail sections 1 and thisauxiliary rail section is of the same size and shape as the main railsso that when it is in position the wheels will pass freely along therails without difiiculty.

Laterally spaced from the auxiliary rail section 4 is a second auxiliaryrail section 5 which is also of the same length as the section 4: andwhich is fixed to the section l by means of tie plates 6 upon which theends of the sections 4 and 5 rest and which are bolted to the railsection by the fastening members 7. This construction maintains the twosections 4 and 5 in rigidly spaced relation and they can be moved inunison into and out of the spaces between the rail ends 2 and 3.

The auxiliary rail section 5 is cut away for the greater portion of itslength to pro vide the open space or gap 8 which extends down to theflange of the rail and which has its ends beveled. as indicated. at 9 sothat inclined ends of the gap are provided, thus permitting the wheelsto pass gradually down to the bottom of the gap and to pass upwardly tothe tops of the wheels when moved in either direction.

Fixed to the auxiliary rail section 4, near each end. thereof is a pullrod 10 which is fastened to the rail in any preferred manner. Fig. 1illustrates a method of securing each rod and it will be noted that athreaded end 11 extends through an opening in the rail web and a washerand nut 12 are ap plied so as to rigidly fix the rod in position. Therods 10 converge so that their outer ends are in close proximity andthese ends receive the ends of a pin. 13 which passes through anoperating lever 14-, the latter being pivotally mounted on, a base plate15 which may be fixed at any point alongside the main rails. This lever14-. has

a hand grip 16 whereby the lever may be conveniently operated.

Assuming the rail section 4: to be in position between the rail ends, itwill be readily apparent that it is merely necessary to pull outwardlyon the lever and the other seetion 5 will move into position between therail ends. The locomotive or car is then run into position so that thepart to be repaired is above the gap 8. The wheel will drop into the gapas locomotive wheel structures of this character are ordinarily providedwith considerable vertical play, the same being approximately fourinches.

The springs 17, spring hangers 18, driving boxes 19, journals 20, andequalizer bars 21 may be readily replaced or repaired when thewheel'drops into the gap as shown in Fig. 1. The pony trucks of thelocomotive may be also readily repaired in the same manner and trailerbraces may be replaced as desired by this method.

It will be understood that minor changes in the details of constructionmay be made without departing from the spirit of the invention or thescope of the appended claims.

What is claimed is 2- 1; The combination with a railway rail having anopen space between two of the sections of the rail, of a pair ofauxiliary rail sections of a length to fit between the ends of said railsections to close the said space, oneof the said auxiliary sectionsbeing continuous throughout its length the other section having a gapprovided intermediateits ends extending to the base of the section, theends of the gap being inclined to provide beveled surfaces, and means tomove the said auxiliary section into and out of position between theends of the rails.

2. The combination with a railway rail having rail sections spaced apartto provide an open space between the ends of the rail sections, a pairof auxiliary rail sections rigidly held in spaced relation, and each ofa length to fit between the ends of the said rails, one of the auxiliaryrail sections conforming to the shape of the main rails throughout itslength, the other auxiliary rail section having a gap intermediate itsends, and means to move either of the said auxiliary rail sections intoposition between the said ends of the main rail.

3. The combination with a railway rail having an open space providedtherein, oi? a pair of auxiliary rail sections each oi a lengthsufiicient to close the said space in the main ail, means to maintainthe auxiliary rail sections in rigidly spaced relation. oneoi' the saidauxiliary rail sections having a gap therein extending to the base,flange of the section, and means to manually move either of theauxiliary rail seetions into and out of said space in the main rail.

4. The combination 'with a rail *ay rail having an open space providedtherein, a, movable rail section adapted to fill the space and providedwith a gap intermediate its ends extending to the base flange oi thesection, and means to move the said auxiliary section into and out ofposition in the said space.

In testimony whereof, I have allixed my signature in the )resence of twowitnesses.

ALEXANDER E. DILLON.

itnesses 2 RALPH BURcH, OLA E. BARTHOLOW.

